Articulated locomotive



July 2, 1940. y P.'c. wlTHRow ARTICULATED LOCOMOTIVE 2 Sheets-Sheet 1 Filed Feb. 25, 1939 v mk) 5 IQ f Illu f/ 11N @FL om ww mm E. um, iv mn U n @v NVENTOR W m w W.. MU M4 P y, B

ORNEY July 2, 1940.

' P. c. WITHRow ARTICULATED LOCOMOTIVE Filed Feb. 25, 1939 2 Sheets-Sheet 2 In a conventional articulated locomotive, the the novel connecting link and a half section on 5 `55 achieved by the invention will be apparent from vided with a vertical orice Z0 containing a Patented .lelya, 194e A. 2,205,592

UNITEN stares ,'iRllll'JULATli]Il) LGCMQTIVE Paul C. Withrow, Denver, Colo., assigner to American Locomotive Company, New York, N. a corporationof New York espinasse netware .25, 193e, serai ne. 25ans e claims. (ci. s-175) This invention relates to a Mallet or similar the following description oi an approved emlocomotive, and more particularly to a multibodiment thereof. piece connecting link for articulating the ytwo Reierring to the drawings forming part of power units or trucks thereof. this specication, Figure l is a half plan. view of trier:

power units are connected by a one-piece articuthe line I-f-I of Fig. 2, the side frames and assolated link which is secured toeach power unit by ciated parts of the power units being shown a pivot pin. Bufng and pulling forces often fragmentally in dot and dash lines; Fig. 2 is a resulting in shocks, emanating from one unit are section on the line II-II of Fig. l; Fig. 3 is a transmitted to the other unit through this link, section on the line III-III of Fig. 1; and Figs. 10 and consequentlyv the full force of excessive 4 and 5 are, respectively, side and front views c shocks falls on the two pivot pins, which results of a movable plate formingpart of the connectin excessive wear of the pivot pins and their ing link mechanism.

associated parts, requiring frequent renewal. The invention is illustrated in connection with u These shocks are also detrimental to the riding a Mallet type of locomotive.

qualities of the locomotive. The connecting link of the present invention Attempts have been made heretofore to miniis indicated generally by the reference numeral mize these objectionable features by providing. l. It connects the forward power unit 2 of the springs or other means to take upthe slack in locomotive with the rear power unit 3. The for# the worn parts. Such arrangements have large ward power unit 2 comprises side frame members 20 ly proved unsatisfactory, and as it is desirable to i between which is disposed a reinforcing transconnect the power units of an. articulated locoverse member 5 connected at each side to a side motive by a l normally substantially rigid conframe member and provided with rearwardly exnecting link.' it is necessary, from a practical tending lugs dall in the usual manner. The side standpoint, that there be no play in the connec= frame members l and the lugs 6 are provided 25 tions of the pivot pins with the power units or with horizontal orifices 'i in which is disposed a with the connecting link at all. horizontal pivot pin 8. The member 5 also has a It is an object of this invention to substan lea'fWaIdly projecting abutment El having ahoritially prevent the above mentioned excessive Zontal cylindrical groove bearing against the wearing of the pivot pins and their associated pivot pin at an intermediate portion, for a pur- 30 parts and to thereby greatly lengthen the life of pose later to be described. the connecting link, and to cushion all excessive The rear power unit 3 comprises side frame shocks which are transmitted from the power members ill between which is disposed a housing units to the connecting link, thereby improving l i connected at each side to a side frame member the riding quality of the locomotive, by connectand provided with vertical orifices l2 in which is 35 ing the power units of a Mallet or similar locodisposed a vertical pivot pin i3. Thehousing H motive with a` connecting link-draft gear mechmay be, 21S iS COmmOl'l lOaClJe, a parli 01 th anism in such a manner that excessive shocks cylinder saddle of the rear power unit 3. The passing from one power unit to the other by Dm i3 iS PI'OVd-d With a head M at its IOWGI 4.o way ofthe connecting link will be substantially end and is held in place inthe housing Il by a dissipated in the draft gear and not transmitted retaining 901i l5, all in the Usual marmerto the pivot pins. The connecting link i is a multi-piece link -A further object of the invention is to employ preferably formed of two sections flexibly `cona connecting link of the aforesaid characteristics neCBd together fOI llgltlldrlnl movement relawhich is made in sections with a draft gear ben1 tive to each other, the forward section I6 being 45 tween the sections and secured thereto, whereby carried by the Pini and 17h@ Teal' SSCtOn Vl excessive compression and tension forces transbeing Calred by the Din 53- The COIIIISCODS mitted to the'connecting link are dissipated in 0f the link l With the WO IJOWBY units iS Similar the draft gear mechanism. to thatof the conventional link now employed A further object is to employ a connecting on Mallet locomotives.` That is to say, the for- 50 link of the aforesaid characteristics which is ward portion of the section l5 consists of two flexible under excessive stresses but substantially forwardly extending ears i8 provided with bearrigid under normal operation. ing orifices i9 through which the pin 8 passes,

`Other and further objects ofand advantages and the rear portion of the section l1 is probushing 2l having a spherical inner face 22 in which is disposed the usual oriiiced ball 23 through which the pin I3 passes. The power units are therefore connected for lateral relative movement about the axis of the pin i3 and ball 23 and for vertical relative movement by pivotal movement about the ball 23 and the pin 3 in the usual manner.

The forward section i5 has a body portion 24, U-shaped in cross section, open at the top and ends and closed at the sides and bottom by side walls 25 and a bottom wall 25 respectively. The side walls are reinforced by laterally extending webs 21. The rear end of each side wall is eins tended' rearwardly and thickened, and a vertical channel 28 is formed in each thickened portion providing two vertical hooks 29 for a purpose later to be described.

The portion 24 thus constitutes a housing 33.

Wear pads 3l are formed integrally with the inner faces 'of side walls 25. The top of the housing 39 is partially closed by a plate 32 which extends transversely across the middle of the housing and rests on the top of and overlaps the side walls 25. The plate 32 is oriced along its overlapping portions and bolts 33 secure it to the top webs 21, the plate 32 also resting on the top webs 21 as shown at 34.

The rear section l1 has a body portion 35, U- shape in longitudinal vertical section, open at the sides and front end and closed at the top, bottom and rear end -by a top wall 36, bottom wall 31 and rear wall 38 respectively. The forward end of the wall 36 is extended forwardly and downwardly, and the forward end of the wall 311s extended forwardly and upwardly to form hooks 39 similar to the hooks 29 but extending horizontally instead of vertically. The extended ends of the walls 36 and 31 have upstanding and depending lugs 40 and 4|, respectively formed thereon which act as abutments in a manner later to be described.

The body portion 35 thus constitutes a housing 42. The rear wall 38 has wear pads 43 formed integrally on its inner face.

The draft gear of the link connection, indicated generally by the reference numeral 44, is disposed in the housing 42. The type of draft gear employed forms no part of the present invention, and any type which can perform the necessary functions may be used. In the drawings, by way'of example, a well-known type' of Westinghouse friction draft gear is shown, commonly known as Type NY-ll-E.

The draft gear consists of a housing 45 open at one end only (the forward end as shown. in the drawings), through which projects a center wedge 43 which bears at its inner or rear end against a pair of wedge shoes 41. The shoes 41 bear at their rear ends against a spring seat 48, and at their'outer sides against inner stationary plates 49. Outer stationary plates 59 are held in the side walls of the housing 45 opposite the plates 49 and a movable plate 5I is disposed between and in engagement with each pair of inner and outer stationary plates 49 and 5i). The plates '5i bear at their rear ends against the spring seat 43 and project at their forward ends through the open end of the housing 45 a distance slightly less than the center wedge 45 projects.

An outer helical spring 52 is disposed between the rear wall of the housing 45 and the spring seat 49, and a similarly disposed helical spring 53 is disposed within the spring 52. A 'smaller helical spring 54 is disposed within the spring 53 and bears at its rear end against the rear wall of the housing 45 and at its front end against a flange on a center stem 55 which has a por=x tion extending through the center of the spring 54 and a portion in engagement with the rear end of the center wedge 46.

The operation of the draft gear is as follows: All inward movement of the wedge 4E is resisted by the springs. The first movement of the wedge 45 inward, which is effected through engagement with a plate later to be mentioned, is resisted by 'the action ofthe'fiiction between the wedge 46,

the wedge shoes 41 and the plates 49. Upon further inward movement of the wedge v43 the plates 5i will also move inward, also through their then engagement with said later to be mentioned plate under the frictional resistance betweenthe plates 5i and the plates 49 and 53.

While the wedge 43 has been described as mov= ing inward, it vwill be understood that this is actually relative movement between the wedge 44 and the opposite (rear) end of the draft gear, it being immaterial which end actually moves. It is also noted that the draft gear parts automatically resume their normal positions when opportunity aifords, all in the usual manner. The section l1 is so constructed that the draft gear may be completely assembled in this section alone as a unit prior to assemblage of the sections !3 and l1, which latter assemblage may take place before the connecting link is assembled with the power units 2 and 3.

A movable vertical plate 5B is disposed in the rear end of the-housing 42. It rests onthe bottom wall 31 and engagesthe wear pads 43 and has end portions 51 which extend outwardly beyond the sides of the body portion 35. Another movable vertical plate 58 is disposed in the forward end of the housing 42. It rests on the bottom wall 31 and bears at its louter face against the inner walls ofthe hooks 39 forming in effect a movable front wall for the housing 42. This plate 58 hasv a transverse cylindrical groove 59 in its front face which bears `against the pin 3 when the connecting link is assembled with the forward power unit, and is disposed opposite the similar groove in the abutment 9. The abutment 9 thus takes shocks transmitted tothe pin from the plate 58 and in turn transmits shocks to the pin and to the movable plate 58, emanating from the forward power unit.

The draft gear 44 is disposed in` thewhousing 42 between the plates 56 and 58, and is` prefer'- ably partially compressed as shown in Fig. 2, so

that it exerts pressure on both plates forcing them apart and holding themin their normal position with the plate 53- in engagement with the wear pads 43 and the plate 58 inY engagement with the hooks 39. The movable platesi andti and the housing 45 have working clearance in the housing 42. The normal degree to which the'draft gear is oompressedwhen disposed in the housing 42 determines the minimum force which it will act under. f

The sections i3 and i1 yare assembled by plac ing the body portion 35, with the plates 56 and 53 and the draft gear 44 assembled therewith, in the housing 39, through the opentop, and thereafter bolting the plate 32 to the section l5. The projecting end portions 51 of the plate 53 are disposed in the channels 23' and as the portions 51 are not as thick as the width of the channels, a space 64 is provided which establishes the limit-of rela-tive longitudinal-movement bement for the draft gear.

l tween the sections i6y and l1 in' adirectiontoward each other. Between theforward edges 'of the plate 32 and thebottom wall 2B and the respective lrear faces of the lugs 40 and!!! are similar spaces 6l which'limit the relative longitudinal movement of the sections" l and Hin a direction away from each other. The body portion 35 has working clearance in the housing 3B.

` The connecting link is assembled with the two power units in the usual manner. .When the orifices I9 in the ears i3 are in alignment with the orifices 'I in the lugs l5 and the-side frame members 4, the pin 8 can be slid into place and it will fit snugly against the plate 58 and the abutment 9. The power units will then be articulated by a normally substantially, rigid connecting link, for the draft gear 44 will vbe under sufficient compression so that ordinary running,

` buffing and pulling forces will not disturb it and the sections lli and Il will be held against relative longitudinal movement. When unusual forces producing shocks are transmitted to the connecting link I, however, the draft gear will be compressed and the connecting link-draft gear mechanism will operate to cushion the shocks and dissipate them so that no harmful effect results.

The operation of the device is as follows: When a pulling shock is applied to the forward unit 2 of sufficient magnitude, the hooks 29 will pull the plate 5B forward. The plate 58, pressing against the hooks 3S, will act as an abutment for the draft gear. If the force moves the forward unit rearwardly, the pin 8` will press against the plate 58, moving it rearwardly, and the rear wall 3B and plate 56 will act as an abutment for the draft gear.A If the rear unit is subject to a buff-lng force sufficient to move it forward toward the forward unit the rear wall 38 and plate 55 will press against the draft gear and the pin 8, abutment t and plate 5B will act as an abut- If the force moves the rear unit rearwardly away from the forward unit, the hooks 3S will move the plate 58 rearwardly, compressing the draft gear, the hooks 29 and plate 56 then acting as an abutment for the draft gear. In each of these cases the draft gear operates as previously described to resist the movement produced by the excessive shockproducing force, thereby cushioning the shock.

It will thus be seen that the sections I6 and il are at all times in substantial alignment and normally are held in an intermediate position by the draft gear. They normally function as a rigid connecting link. similar to the well-known conventional Mallet locomotive connecting link, but will move relative to each other whenever there is an unusual shock, as when starting, coupling trains, or during brake application. During such relative movement, the draft gear will operate to resist the relative movement of the sections l5 and il and of the power units 2 and 3, thereby cushioning and dissipating the shocks, preventing them from being transmitted to the pivot pins and associated parts and to the superstructure, thereby increasing the life of the connecting link and improving the riding quality of the locomotive.

It will be noted from the foregoing that under normal conditions the draft gear cooperates with the connecting link sections producing, of the three parts, in effect, a rigid connecting link, and under abnormal conditions, a non-rigid or yielding link within certain predetermined limits,

and this is true for" both pulling and buftng forces.

While there has been hereinbefore-described an approved embodiment of `.this invention, it will be understood that many and various changes and modifications in form, arrangement of parts and details of construction thereof may be made without departing from thespirit of the invention and that all such changesv and modications as fall within the scope of the appended claims are contemplated as a part of'this invention.

The invention claimed and desired to besecured by Letters Patent is:

l. In an articulated locomotive, two adjacent power trucks; and a llnkexibly connecting said trucks comprising a friction draft gear disposed longitudinally of said` locomotive having coil spring and friction members, said gear contracting longitudinally from normal position to yieldingly resist buiiing and pulling forces imparted thereto by said trucks and expanding to normal position due to recoil of said spring member upon cessation of said forces, and end plates following said members during said contracting and expanding movements, and two link sections having longitudinal movement toward each other under bufiing forces and from each other under pulling forces from normal position, each hav-` ing an end connected to the truck adjacent thereto and an opposite free end adapted to engage an end plate, and each having two longitudinal oppositely. spaced plate-like members positioned exteriorly abreast of said gear and at opposite sides thereof connecting the ends of their respective sections, by engagement with said end plate, each truck connected end pressing against the end plate adjacent thereto under buiiing forces and each free end pressing against the end plate adjacent thereto under pulling forces.

2. In an articulated locomotive, two adjacent power trucks; and a link flexibly connecting said trucks comprising a friction draft gear disposed longitudinally of said locomotive having coil spring and friction members, said gear contracting longitudinally from normal position to yieldingly resist bufling and pulling forces imparted thereto by said trucks and expanding to normal position due to recoil of said spring member upon cessation of said forces, and end plates following said members during said contracting and expanding movements, and two link sections having longitudinal movement toward each other under puffing forces and from each other under pulling forces from normal position, each having an end connected to the truck adjacent thereto and an opposite free end adapted to engage an end plate, and each having two longitudinal oppositely spaced plate-like members positioned exteriorly abreast of said gear and at opposite sides thereof connecting the ends of their respective sections, by engagement with said end plate, the plate-like members of one section being at right angles to and overlapping the plate-like members of the other section whereby each section provides a guide for the other section during their said relative movements, and said four plate-like members provide a housing for said gear, each truck connected end pressing against the end plate adjacent thereto under bufng forces and each free end pressing against the end plate adjacent thereto under pulling forces.

3. In an articulated locomotive, two adjacent power trucks; and a llnkexibly connecting said trucks comprising a friction draft gear disposed longitudinally of said locomotive having coil spring and friction members, said gear contracting longitudinally from normalposition to yieldingly resist bufling and pulling forces imparted thereto by said trucks and expanding to normal position due to recoil of said spring member upon cessation of said forces, and end plates following said members during said contracting and expanding movements, and two link sections having longitudinal movement toward each other under bufng forces and from each other under pulling forces from normal position, each having an end connected to the truck adjacent thereto and an opposite flreefend adapted to-engage an end plate, and each having two longitudinal oppositely spaced plate-like members positioned exteriorly abreast of said gear and at opposite sides thereof connecting the ends of their respective sections,'by engagementiwith said end plate, the plate-like members oi one section being at right angles to and overlapping the'- plate-like members of the other section whereby each section provides a guide for the other section during their said relative movements,` and said four plate-like members provide a housing for said gear,-and two plate-like members abreast of the overlapped plate-like members exteriorly thereof and securedto the overlapping plate-like members, said overlapping plate-like members and plate-like members secured thereto forming a and cooperating therewith to resist angular housing for said overlapped plate-like members movement between said sections, each truck connected end pressing againstthe end plate adjacentl thereto under bufng forces land each free end.- pressing against the end plate adjacent thereto under pulling forces.

PAUL C.A WITHROW. 20 

